EP3358226A1 - Dispositif de commande de véhicule - Google Patents

Dispositif de commande de véhicule Download PDF

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Publication number
EP3358226A1
EP3358226A1 EP16851475.0A EP16851475A EP3358226A1 EP 3358226 A1 EP3358226 A1 EP 3358226A1 EP 16851475 A EP16851475 A EP 16851475A EP 3358226 A1 EP3358226 A1 EP 3358226A1
Authority
EP
European Patent Office
Prior art keywords
vehicle
control
variator
sailing stop
engagement
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Withdrawn
Application number
EP16851475.0A
Other languages
German (de)
English (en)
Other versions
EP3358226A4 (fr
Inventor
Yukifumi OOTSUKA
Masayoshi Nakasaki
Yoshimasa NISHIHIRO
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
JATCO Ltd
Original Assignee
JATCO Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by JATCO Ltd filed Critical JATCO Ltd
Publication of EP3358226A1 publication Critical patent/EP3358226A1/fr
Publication of EP3358226A4 publication Critical patent/EP3358226A4/fr
Withdrawn legal-status Critical Current

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/181—Preparing for stopping
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/02—Conjoint control of vehicle sub-units of different type or different function including control of driveline clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/101—Infinitely variable gearings
    • B60W10/107—Infinitely variable gearings with endless flexible members
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18054—Propelling the vehicle related to particular drive situations at stand still, e.g. engine in idling state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W40/00—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models
    • B60W40/10—Estimation or calculation of non-directly measurable driving parameters for road vehicle drive control systems not related to the control of a particular sub unit, e.g. by using mathematical models related to vehicle motion
    • B60W40/105—Speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D29/00—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto
    • F02D29/02—Controlling engines, such controlling being peculiar to the devices driven thereby, the devices being other than parts or accessories essential to engine operation, e.g. controlling of engines by signals external thereto peculiar to engines driving vehicles; peculiar to engines driving variable pitch propellers
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/04—Introducing corrections for particular operating conditions
    • F02D41/12—Introducing corrections for particular operating conditions for deceleration
    • F02D41/123—Introducing corrections for particular operating conditions for deceleration the fuel injection being cut-off
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/44—Inputs being a function of speed dependent on machine speed of the machine, e.g. the vehicle
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/48—Inputs being a function of acceleration
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/50—Inputs being a function of the status of the machine, e.g. position of doors or safety belts
    • F16H59/54—Inputs being a function of the status of the machine, e.g. position of doors or safety belts dependent on signals from the brakes, e.g. parking brakes
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/66—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings
    • F16H61/662—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members
    • F16H61/66231—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for continuously variable gearings with endless flexible members controlling shifting exclusively as a function of speed
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H63/00—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism
    • F16H63/40—Control outputs from the control unit to change-speed- or reversing-gearings for conveying rotary motion or to other devices than the final output mechanism comprising signals other than signals for actuating the final output mechanisms
    • F16H63/50—Signals to an engine or motor
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W30/00—Purposes of road vehicle drive control systems not related to the control of a particular sub-unit, e.g. of systems using conjoint control of vehicle sub-units
    • B60W30/18—Propelling the vehicle
    • B60W30/18009—Propelling the vehicle related to particular drive situations
    • B60W30/18072—Coasting
    • B60W2030/1809—Without torque flow between driveshaft and engine, e.g. with clutch disengaged or transmission in neutral
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/009—Priority selection
    • B60W2050/0094—Priority selection of control units
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W50/00—Details of control systems for road vehicle drive control not related to the control of a particular sub-unit, e.g. process diagnostic or vehicle driver interfaces
    • B60W2050/0062—Adapting control system settings
    • B60W2050/0075—Automatic parameter input, automatic initialising or calibrating means
    • B60W2050/0095—Automatic control mode change
    • B60W2050/0096—Control during transition between modes
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2520/00—Input parameters relating to overall vehicle dynamics
    • B60W2520/10—Longitudinal speed
    • B60W2520/105—Longitudinal acceleration
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/12—Brake pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/02—Clutches
    • B60W2710/021—Clutch engagement state
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/06—Combustion engines, Gas turbines
    • B60W2710/0616—Position of fuel or air injector
    • B60W2710/0627—Fuel flow rate
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/14—Inputs being a function of torque or torque demand
    • F16H59/18—Inputs being a function of torque or torque demand dependent on the position of the accelerator pedal
    • F16H2059/186—Coasting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0015—Transmission control for optimising fuel consumptions
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H2061/0075—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method
    • F16H2061/0096—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by a particular control method using a parameter map
    • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
    • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
    • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
    • Y02T10/00—Road transport of goods or passengers
    • Y02T10/10—Internal combustion engine [ICE] based vehicles
    • Y02T10/40—Engine management systems

Definitions

  • the present invention relates to a vehicle control device for implementing sailing stop control that sets a transmission to a neutral state under prescribed control conditions, and also stops a drive source.
  • Engaging the forward clutch before downshifting the variator is done because it is possible to do rotation synchronization of the forward clutch more quickly than when the shift ratio of the variator is on the high side.
  • the variator performs changing (shifting) of the shift ratio while rotating, so shifting takes more time the slower the rotational speed, and in particular with transmissions of a configuration for which the forward clutch is arranged at the downstream side of the variator, when the vehicle is stopped in a state with the forward clutch engaged, the variator also stops, and rotation is not possible, so it becomes completely impossible to shift the variator.
  • hydraulic pressure is generated by a hydraulic pump driven by the vehicle drive source engine, and when the variator is controlled using this hydraulic pressure, when the vehicle speed decreases and engine rotation decreases, the necessary hydraulic pressure cannot be obtained, and shifting of the variator is difficult.
  • Patent Document 1 Japanese Unexamined Patent Publication No. 2013-213557
  • the present invention was created considering this kind of problem, and its purpose is, in a vehicle provided with a continuously variable transmission having a variator, to provide a vehicle control device that is able to improve the low return performance for downshifting the shift ratio of the variator to the lowest level before the vehicle stops, even when a braking operation is performed during sailing stop control.
  • the vehicle control device of the present invention is a control device of a vehicle which has: a drive source; and an automatic transmission which has an engagement element for disconnecting/connecting the transmission of the driving force and a variator placed further upstream than the engagement element, and which is connected to the drive source, said vehicle control device having: a first control unit that executes sailing stop control that, when sailing stop conditions are established, stops the drive source and also puts the automatic transmission into a neutral state; and a second control unit that, when a prescribed sailing stop cancellation condition among the sailing stop cancellation conditions is established, and the sailing stop control is cancelled, when the size of the deceleration level of the vehicle is a prescribed value or greater, starts the drive source and implements downshifting of the variator, and engages the engagement element after downshifting is complete.
  • the second control unit preferably starts the drive source and engages the engagement element, and moves to control of the variator after engaging of the engagement element.
  • the prescribed value be set to vary according to the travel speed of the vehicle when cancelling the sailing stop control.
  • the selection range of the automatic transmission being the forward range
  • the traveling speed of the vehicle being a set speed or greater
  • the accelerator of the vehicle being off
  • the brake of the vehicle being off
  • the sailing stop cancellation condition being that any of the sailing stop conditions are no longer established
  • the prescribed sailing stop cancellation condition being that the brake is on being preferable.
  • normal control is preferably implemented in which the engagement of the engagement element is maintained, output of the drive source is controlled according to the accelerator opening degree of the vehicle, and the shift ratio of the variator is controlled according to a preset shift map.
  • the drive source is an internal combustion engine, and having a third control unit that implements fuel cut control that stops fuel supply to the internal combustion engine if a fuel cutting condition is established is preferable.
  • the drive source restarts, engagement of the engagement element is given priority, and shifting of the variator is completed, so the low return performance of the variator is improved, it is possible to have the shift ratio of the variator reach the lowest level or be as close as possible to the lowest level by the time the vehicle stops, and possible to ensure restart capability of the vehicle.
  • FIG. 1 is an overall system diagram showing the driving system and the control system of the vehicle to which the control device of this embodiment is applied.
  • the driving system of the vehicle is provided with: an engine (internal combustion engine) 1 that is the drive source; a torque converter 2; a variator (continuously variable transmission mechanism) 3; a forward/reverse switching mechanism 4 that has a forward clutch (engagement element) 41; a final deceleration mechanism (not illustrated); a differential (not illustrated); and a drive wheel 5.
  • an engine internal combustion engine
  • a torque converter 2 that is the drive source
  • a forward/reverse switching mechanism 4 that has a forward clutch (engagement element) 41
  • a final deceleration mechanism not illustrated
  • a differential not illustrated
  • a drive wheel 5 a drive wheel 5.
  • a continuously variable transmission (hereafter also called “CVT” or simply “transmission”) 100 as an automatic transmission is configured.
  • a mechanical oil pump 10P driven by the engine 1 is connected to the engine 1, and the oil pump 10P pressurizes the hydraulic oil [ATF (Automatic Transmission Fluid)] according to the rotation of the engine 1, and supplies it to hydraulic equipment of the transmission 100.
  • ATF Automatic Transmission Fluid
  • the torque converter 2 is a starting element that has a torque increasing function, and has as structural components a pump impeller 23 connected to an engine output shaft 11 via a converter housing 22, a turbine runner 24 connected to a torque converter output shaft 21, and a stator 25 provided in the case with a one way clutch interposed (not illustrated).
  • the lock-up clutch 20 operates in response to differential pressure PA-PR between the torque converter apply pressure PA and the torque converter release pressure PR at the input side and output side.
  • the variator 3 has a primary pulley 31, a secondary pulley 32, and a belt (or chain) 33 as a power transmitting member, and is provided with a continuously variable transmission function that changes the winding radius to the pulleys 31, 32 of the belt 33 by hydraulic pressure control of the hydraulic oil, and continuously changes the shift ratio (transmission input rotation speed/transmission output rotation speed) which is the ratio of the input rotation speed of the variator input shaft (transmission input shaft) 34 and the output rotation speed of the variator output shaft 35.
  • a continuously variable transmission function that changes the winding radius to the pulleys 31, 32 of the belt 33 by hydraulic pressure control of the hydraulic oil, and continuously changes the shift ratio (transmission input rotation speed/transmission output rotation speed) which is the ratio of the input rotation speed of the variator input shaft (transmission input shaft) 34 and the output rotation speed of the variator output shaft 35.
  • the torque converter output shaft 21 and the variator input shaft 34 have the same axis, but there are also cases of using a configuration with which the torque converter output shaft 21 and the variator input shaft 34 use different axes, and power connection is done via a gear mechanism, etc.
  • the primary pulley 31 is configured by a fixed pulley and a slide pulley, and the slide pulley does sliding movement in the axial direction according to hydraulic pressure (primary pressure or primary pulley pressure) led to the primary hydraulic chamber.
  • the secondary pulley 32 is configured by a fixed pulley and a slide pulley, and the slide pulley does sliding movement in the axial direction according to hydraulic pressure (secondary pressure or secondary pulley pressure) led to the secondary hydraulic chamber.
  • the sheave surfaces which are each opposing surface of each fixed pulley and slide pulley of the primary pulley 31 and the secondary pulley 32 all form a V shape, and the belt 33 is extended across the V shaped sheave surfaces of the primary pulley 31 and the secondary pulley 32, and power is transmitted by contact with each sheave surface of both end parts of the belt 33.
  • the winding radius of the belt 33 on the primary pulley 31 and the secondary pulley 32 is changed according to the sliding movement of each slide pulley of the primary pulley 31 and the secondary pulley 32, and the shift ratio is changed.
  • the forward/reverse switching mechanism 4 is a mechanism for switching between forward and reverse using a planetary gear mechanism (not illustrated), and has a forward clutch (the engagement element for disconnecting/connecting transmission of the driving force of the present invention) 41 for reaching forward levels, and a reverse engagement element (not illustrated) for reaching the reverse level, and each of these friction engagement elements undergoes engagement and release according to the hydraulic pressure supplied and exhausted with each hydraulic chamber.
  • the engagement element can be equipped downstream of the variator 3, and instead of the forward/reverse switching mechanism 4, for example, it is also possible to equip an auxiliary transmission mechanism which is a stepped transmission mechanism with two forward gears and one reverse gear, for example.
  • the auxiliary transmission mechanism can be configured, for example, provided with a Ravigneaux planetary gear mechanism with two planetary gear carriers connected, and a plurality of friction engagement elements connected to a plurality of rotation elements that configure the Ravigneaux planetary gear mechanism, and change the linking state thereof.
  • the hydraulic pressure of the primary hydraulic chamber and the secondary hydraulic chamber of the variator 3, the hydraulic chamber of each friction engagement element of the forward/reverse switching mechanism 4 and each hydraulic chamber of the lock-up clutch 20 is controlled through a hydraulic pressure control valve 10V corresponding respectively to each.
  • Each hydraulic pressure control valve 10V is a solenoid valve equipped inside the hydraulic control unit 10, is operated by command signals from an ATCU 7 as a shift control means described later, and controls pressure regulation of the hydraulic oil supplied from the oil pump 10P and the supply and exhaust to each hydraulic chamber.
  • this vehicle is provided with: a travel ECU 6 as a travel control means that is an electronic control unit for controlling traveling of the vehicle; an ATCU 7 as a shift control means which is an electronic control unit that controls automatic transmission; and an engine ECU 8 as an engine control means that is an electronic control unit that controls the engine 1.
  • the travel ECU 6, ATCU 7, and engine ECU 8 are all configured provided with an input/output device, a storage device (ROM, RAM, etc.) with many control programs built in, a central processing device (CPU), and a timer counter, etc.
  • a storage device ROM, RAM, etc.
  • CPU central processing device
  • a timer counter etc.
  • the travel ECU 6 has a function (first control unit) 61 that executes sailing stop control when sailing stop conditions are established, and a function (second control unit) 62 that cancels the sailing stop control and returns to normal traveling when a cancellation condition for this sailing stop control is established.
  • the travel ECU 6 has a function (third control unit) 63 that executes fuel cut control for stopping fuel supply to the engine 1 when the fuel cutting condition is established.
  • the return control that cancels the sailing stop control by the first control unit 61 and the sailing stop control by the second control unit 62 and returns to normal traveling is implemented by the control of the transmission 100 through the ATCU 7 and the control of the engine 1 through the engine ECU 8.
  • the fuel cut control by the third control unit 63 is implemented by the control of the engine 1 through the engine ECU 8.
  • the ATCU 7 has: a shift ratio control unit (shift ratio control means) 71 that adjusts the hydraulic pressure of each hydraulic chamber of the variator 3 and controls the shift ratio; a forward/reverse switching control unit (forward/reverse switching control means) 72 that adjusts the hydraulic pressure of each hydraulic chamber of the forward/reverse switching mechanism 4 and switches between forward and reverse; and a lock-up clutch control unit (lock-up clutch control means) 73 that adjusts the hydraulic pressure of each hydraulic chamber of the lock-up clutch 20 and switches the engaged state.
  • shift ratio control unit shift ratio control means
  • forward/reverse switching control means forward/reverse switching control means
  • lock-up clutch control unit lock-up clutch control means
  • the engine ECU 8 controls the fuel supply amount and supply time, the opening degree of the throttle valve, and the ignition timing, etc., of the engine 1.
  • the sailing stop control does control used for both controlling the transmission 100 to a neutral state (sailing control) and controlling the engine (drive source) 1 to stop, and by doing this, promotes energy saving.
  • detection information from an inhibitor switch 91 for detecting the selection range of the transmission 100, a vehicle speed sensor 92, an accelerator opening degree sensor 93, and a brake sensor 94 are input to the travel ECU 6, and with the first control unit 61, sailing stop conditions are determined based on detection signals from these sensors.
  • Vehicle speed Vsp is a set vehicle speed Vsp1 or greater
  • condition (B) is determined from whether or not the vehicle speed signal Vsp from the vehicle speed sensor 92 is the set vehicle speed Vsp1 or greater.
  • Accelerator is off of condition (C) means the accelerator operation is not implemented, and is determined from whether or not the accelerator opening signal APO from the accelerator opening degree sensor 93 indicates an opening degree of 0.
  • Brake is off of condition (D) means the braking operation is not implemented, and is determined from whether or not the detection signal from the brake sensor 94 indicates that the brake is on.
  • the transmission 100 is put to a neutral state, and the engine 1 is stopped.
  • the shift ratio of the variator 3 is fixed at the highest state or close to the highest state, and the lock-up clutch 20 is released.
  • the shift ratio is controlled along a target shift line L shown by the solid line in FIG. 2 , so if the vehicle speed is a medium to high vehicle speed, the shift ratio is in the highest state or close to the highest state shown by the dotted line.
  • the sailing stop conditions include condition (B) for which the vehicle speed is medium to high vehicle speed, and condition (C) for which the accelerator is off, so when sailing stop control starts, the shift ratio is in the highest state or close to the highest state of the medium to high vehicle speed in the target shift line L shown in FIG. 2 .
  • the shift ratio of the variator 3 is at the high side, compared to the primary shaft rotation speed Np (corresponding to engine speed Ne) of the variator 3, the secondary shaft rotation speed Ns (corresponding to the input side rotation speed of the forward clutch 41) of the variator 3 is a higher speed, so the input side rotation of the forward clutch 41 goes to high speed quickly, and it is possible to shorten the synchronization time with the output side of the forward clutch 41.
  • the cancellation condition of the sailing stop control is that during sailing stop control, any of the sailing stop conditions of the abovementioned conditions (A) to (D) is no longer established.
  • This second control unit 62 when canceling the sailing stop control, restarts the engine 1 and engages the forward clutch 41, but when the sailing stop control is canceled by the brake being on, shift ratio control of the variator 3 is added to these.
  • command signals are output to the ATCU 7 and the engine ECU 8 so that the engine 1 is started, the forward clutch 41 is engaged, and the shift ratio of the variator 3 is downshifted to the lowest side.
  • this downshift is performed by feedback control based on signals relating to the primary pulley rotation speed Np and the secondary pulley rotation speed Ns detected by the primary pulley rotation sensor 95 and the secondary pulley rotation sensor 96.
  • downshifting the shift ratio of the variator 3 to the lowest side is provided for when the vehicle is restarted after the vehicle stops due to the brake being on, and is to ensure vehicle start performance by having the shift ratio of the variator 3 be at the lowest level or close to lowest level state.
  • This kind of return control ends after completion of the start of the engine 1 and the engagement of the forward clutch 41, and thereafter goes to normal control.
  • the second control unit 62 gives priority to downshifting of the variator 3 when the size of the vehicle deceleration level (hereafter also simply called deceleration level) d is a preset determination threshold value (prescribed value) d V or greater, and gives priority to engagement of the forward clutch 41 when the vehicle deceleration level d is less than the determination threshold value d V .
  • the second control unit 62 outputs command signals to the ATCU 7 and the ECU 8 so as to, when the vehicle deceleration level d is the determination threshold value (prescribed value) dv or greater, start the engine 1 and implement downshifting of the variator 3, and when downshifting of the variator 3 is completed, engage the forward clutch 41.
  • the second control unit 62 starts the engine 1, implements engagement of the forward clutch 41, and after engagement of the forward clutch 41 is completed, downshifts the variator 3.
  • the determination threshold value d V is set to be variable according to the vehicle speed Vsp of the vehicle, and is set with a tendency so that the lower the vehicle speed Vsp, the smaller the determination threshold value d V .
  • the time until the vehicle stops or the time until the rotation speed of the engine 1 decreases to an insufficient state depends on the vehicle deceleration level d and the vehicle speed Vsp at the time of deceleration start, and the larger the deceleration level d, the shorter it is, and the lower the vehicle speed Vsp at the time of deceleration start, the shorter it is. In light of that, this is set with a tendency so that the lower the vehicle speed Vsp, the smaller the determination threshold value dv.
  • the downshifting of the variator 3 is set to have priority.
  • the output of the engine 1 is controlled according to the accelerator opening degree APO, and the shift ratio of the variator 3 is controlled according to a preset shift map.
  • Fuel cut control by the third control unit 63 is control for stopping the fuel supply to the engine 1 and suppressing the fuel consumption amount, and also for strengthening engine braking when the braking operation is performed during traveling by the vehicle at medium to high vehicle speed.
  • Having the fuel cutting conditions be set to having the brake on is because the purpose is to strengthen engine braking with this fuel cut control.
  • having the engine speed condition added to the fuel cutting conditions is to avoid the occurrence of stalling of the engine 1 (engine stall) during fuel recovery (restarting fuel injection) from fuel cutting.
  • the fuel cutting conditions of the abovementioned conditions (a) to (e) are determined, and when the fuel cutting conditions are established, fuel cut control is implemented, and when the fuel cutting conditions become not established during fuel cut control, the fuel cut control is ended.
  • the lock-up clutch 20 can be completely engaged (engagement).
  • This fuel cut control may be started after going through return control from sailing stop control by operating the brake from off to on during sailing stop control.
  • the vehicle control device of an embodiment of the present invention has the configuration described above, so vehicle control is implemented as shown in the flow chart of FIG. 4 , for example.
  • vehicle control is implemented as shown in the flow chart of FIG. 4 , for example.
  • the vehicle starts by its key being switched on, a prescribed control cycle is repeatedly implemented, and it ends by the key being switched off.
  • step S10 a determination is made of whether in sailing stop control or not (step S10), and if in sailing stop control, a determination is made of whether sailing stop cancellation conditions are established (step S20), and if not in sailing stop control, a determination is made of whether sailing stop conditions are established (step S40).
  • step S20 For determination of the sailing stop cancellation condition by step S20, a determination is made for the abovementioned conditions (A) to (D), and if any of conditions (A) to (D) is not established, it is determined that the sailing stop cancellation condition is established.
  • step S40 For the determination of sailing stop conditions by step S40, a determination is made regarding the abovementioned conditions (A) to (D), and if all of conditions (A) to (D) are established, it is determined that the sailing stop conditions are established.
  • step S60 When not during sailing stop control, and when it is determined using step S40 that the sailing stop conditions are not established, normal control (step S60) is implemented.
  • fuel cut control is performed that stops the fuel supply to engine 1, suppressing the fuel consumption amount, and also strengthening engine braking.
  • sailing stop control when it is determined by step S20 that the sailing stop cancellation condition is established, and when not in sailing stop control, when it is determined by step S40 that sailing stop conditions are established, sailing stop control (step S50) is implemented.
  • control to turn off (release) the forward clutch 41 and put the transmission 100 in the neutral state step S502
  • control to stop the engine 1 step S504
  • control to fix the shift ratio to highest level step S506
  • control to turn off (release) the lock-up clutch 20 step S508.
  • step S30 is implemented that cancels the sailing stop control and returns to normal traveling.
  • step S302 starting of the return control and also start control of the engine 1 are performed (step S302), a determination is made of whether the sailing stop cancellation condition is established by the brake being on (step S304), and if the sailing stop cancellation condition is established by the brake being on, a determination is made of whether the vehicle deceleration level d is the determination threshold value d V or greater for each vehicle speed (step S306).
  • Engagement control of the forward clutch 41 (step S316) is performed until it is determined at step S318 that engagement of the forward clutch 41 is completed.
  • the processes of step S316 and step S318 are performed at prescribed control cycles until it is determined that engagement is complete.
  • step S318 when it is determined that engagement is completed, return control ends, and at the next control cycle, via step S10 and step S40, the normal control is implemented (step S60).
  • step S308 downshift control of the variator 3 is implemented (step S308), downshifting of the variator 3 progresses, and a determination is made of whether the shift ratio is at the lowest level (step S310).
  • step S308 The downshift control of the variator 3 of step S308 is performed until it is determined at step S310 that the shift ratio has reached the lowest level.
  • step S308 and step S310 is performed at prescribed control cycles until it is determined to be the lowest level at step S310.
  • step S310 When a determination of lowest level is made at step S310, the engagement control of the forward clutch 41 is performed (step S312), and a determination is made of whether or not engagement of the forward clutch 41 is completed (step S314). Though not shown in FIG. 4 , even before a determination of lowest level is made, even when the accelerator pedal is pressed during downshifting of the variator, the process moves to the clutch engagement process.
  • step S312 The engagement control of the forward clutch 41 of step S312 is performed until it is determined at step S314 that engagement of the forward clutch 41 is complete.
  • the processes of step S312 and step S314 are performed at prescribed control cycles until it is determined that engagement is complete.
  • step S60 normal control
  • SS indicates the sailing stop control state
  • SS return indicates the return control state
  • stop indicates the vehicle stop state
  • FC indicates the fuel cut control state.
  • FIG. 5 shows each variation example of the vehicle speed, brake, each rotation speed, and shift ratio when the sailing stop control cancellation condition is established by the brake being on, and when the vehicle deceleration level d when this condition is established is threshold value d V or greater. (a) shows a case when this control is applied, and (b) shows a case when this control is not applied.
  • the vehicle deceleration level d when the cancellation condition is established is the threshold value dv or greater, and to perform return control with downshifting of the variator 3 prioritized, the engine 1 start operation is performed immediately after the start of return control, and also the operation of downshifting the target shift ratio Rt to the lowest side is started.
  • the engine speed Ne rises, and together with that, the primary shaft rotation speed Np of the variator 3 and the secondary shaft rotation speed Ns of the variator 3 rise.
  • the primary shaft rotation speed Np is raised so as to follow the engine speed Ne, and the secondary shaft rotation speed Ns is raised so as to be proportional with the primary shaft rotation speed Np with the shift ratio at the start of return control (lowest level or approximately lowest level).
  • the actual shift ratio R is also changed to the downshift side from time t 13 following the target shift ratio Rt, and the secondary shaft rotation speed Ns decreases relative to the primary shaft rotation speed Np.
  • the forward clutch 41 is in a released state and the variator 3 is able to rotate, so if the engine 1 is operating, it is possible to ensure the discharge pressure of the oil pump 10P, and possible to engage the forward clutch 41.
  • the vehicle stops in a state for which the shift ratio of the variator 3 is at its lowest level. For this reason, it is possible to perform restart of the vehicle in a state with the shift ratio at the lowest level, and possible to ensure good starting performance of the vehicle.
  • the start operation of the engine 1 is performed immediately after return control start time t 11 , and furthermore at time t 12 at which the engine 1 start completion is determined, an instruction is given to engage the forward clutch 41 and to change the target shift ratio Rt to the downshift side.
  • the engagement responsiveness of the forward clutch 41 is higher than the downshift responsiveness of the variator 3, so the engagement of the forward clutch 41 is completed at time t 13 ' which is earlier than the completion of downshifting, and the variator 3 secondary shaft rotation speed Ns matches the transmission output shaft rotation speed No.
  • FIG. 6 shows examples of each change of the vehicle speed, brake, each rotation speed, and shift ratio when at time t 21 , the sailing stop control cancellation condition is established by the brake being on, and the deceleration level d of the vehicle when this condition is established is less than the threshold value d V .
  • the engine 1 start operation is performed immediately after the return control start time t 21 , and furthermore, at time t 22 after the engine 1 start completion determination, the operation of engaging the forward clutch 41 starts.
  • the target shift ratio Rt is downshifted to the lowest side.
  • the engagement of the forward clutch 41 is performed in a state with the variator 3 shift ratio at the high side, so it is possible to quickly complete rotation synchronization between input and output before engagement of the forward clutch 41, and possible to quickly engage the forward clutch 41.
  • FIG. 7 shows examples of each variation of the vehicle speed, brake, each rotation speed, and shift ratio when the sailing stop control cancellation condition is established at time t 31 by the brake being on, and the vehicle deceleration level d when this condition is established is less than the threshold value d V , and when the vehicle speed is higher or the vehicle deceleration level d is smaller than the case in FIG. 6 .
  • the engine 1 start operation is performed immediately after return control start time t 31 , and also, the engagement operation of the forward clutch 41 starts at time t 32 after it is determined that the engine 1 start is complete.
  • the target shift ratio Rt is downshifted to the lowest level side.
  • engagement of the forward clutch 41 is performed with the variator 3 shift ratio in a high side state, so it is possible to quickly complete the rotation synchronization between input and output before engagement of the forward clutch 41, and it is possible to engage the forward clutch 41 quickly.
  • condition (E) when condition (E) is added, when the accelerator is turned off, the shift ratio moves to the highest level, sailing stop control is implemented waiting for this, and it is possible to further suppress the decrease in vehicle speed with the sailing stop control thereafter.
  • step S304 in FIG. 4 having the sailing stop cancellation condition established by having the brake on is added (step S304 in FIG. 4 ), but normally, unless the brake is on, it is thought that the vehicle deceleration level d will not become the threshold value d V or greater, so the determination of the prerequisite can be omitted.
  • the engagement element for disconnecting/connecting the transmission of the driving force of the present invention is the forward clutch 41, but as this engagement element, typically, with the forward engagement element as the focus, instead of the forward/reverse switching mechanism 4, for example, it is possible to use a forward engagement element such as an auxiliary transmission mechanism that is a stepped transmission mechanism with two forward gears and one reverse gear, or each engagement element of two forward gears, the first forward gear and the second forward gear.
  • a forward engagement element such as an auxiliary transmission mechanism that is a stepped transmission mechanism with two forward gears and one reverse gear, or each engagement element of two forward gears, the first forward gear and the second forward gear.
  • control means was configured with hardware from each control unit of the travel ECU 6 as the travel control means, the ATCU 7 as the shift control means, and the engine ECU 8 as the engine control means, but the hardware configuration for these travel control means, shift control means, and engine control means is not limited to this, and for example, it is possible to use various configurations such as providing each function of the travel control means, shift control means, and engine control means inside one control unit, etc.

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Transportation (AREA)
  • Automation & Control Theory (AREA)
  • Physics & Mathematics (AREA)
  • Mathematical Physics (AREA)
  • Control Of Transmission Device (AREA)
  • Control Of Driving Devices And Active Controlling Of Vehicle (AREA)
  • Control Of Vehicle Engines Or Engines For Specific Uses (AREA)
EP16851475.0A 2015-10-02 2016-09-27 Dispositif de commande de véhicule Withdrawn EP3358226A4 (fr)

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JP2015196964A JP6510948B2 (ja) 2015-10-02 2015-10-02 車両の制御装置
PCT/JP2016/078332 WO2017057304A1 (fr) 2015-10-02 2016-09-27 Dispositif de commande de véhicule

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US10589731B2 (en) * 2016-01-25 2020-03-17 Nissan Motor Co., Ltd. Sailing stop control method and control device for vehicle
CN107226092B (zh) * 2017-06-01 2019-07-30 清华大学 一种制动方法和装置
CN114096746B (zh) * 2019-06-24 2023-07-07 加特可株式会社 车辆的控制装置及车辆的控制方法
US11738737B2 (en) * 2019-06-24 2023-08-29 Jatco Ltd Control device for vehicle and control method for vehicle
WO2021044582A1 (fr) * 2019-09-05 2021-03-11 日産自動車株式会社 Procédé de commande de déplacement à vitesse constante pour véhicule, et dispositif de commande de déplacement à vitesse constante pour véhicule
JP7390231B2 (ja) * 2020-03-26 2023-12-01 本田技研工業株式会社 車両制御装置及び車両管理システム
JP7251519B2 (ja) * 2020-05-22 2023-04-04 トヨタ自動車株式会社 車両の制御装置
CN112660131B (zh) * 2020-12-27 2022-04-26 潍柴动力股份有限公司 车辆换挡的控制方法、装置、可读介质以及设备
CN114278726A (zh) * 2021-12-24 2022-04-05 联合汽车电子有限公司 降低车辆滑行过程油耗的方法和装置

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JP4557528B2 (ja) * 2003-11-18 2010-10-06 三菱自動車工業株式会社 車両のエンジン制御装置
JP5526005B2 (ja) * 2010-11-25 2014-06-18 ジヤトコ株式会社 コーストストップ車両及びコーストストップ車両の制御方法
JP5494839B2 (ja) 2011-02-01 2014-05-21 トヨタ自動車株式会社 車両制御装置
JP5857672B2 (ja) * 2011-11-24 2016-02-10 日産自動車株式会社 車両のエンジン自動停止制御装置
JP2013213557A (ja) 2012-04-03 2013-10-17 Toyota Motor Corp 車両の制御装置
IN2014DN10273A (fr) * 2012-06-20 2015-08-07 Toyota Motor Co Ltd
WO2015037502A1 (fr) * 2013-09-13 2015-03-19 ジヤトコ株式会社 Dispositif de commande de véhicule hybride
JP5843833B2 (ja) * 2013-10-03 2016-01-13 三菱電機株式会社 車両の制御装置
JP6064868B2 (ja) * 2013-11-08 2017-01-25 トヨタ自動車株式会社 車両の制御装置
JP6117084B2 (ja) * 2013-12-03 2017-04-19 ジヤトコ株式会社 コーストストップ制御装置及びコーストストップ制御方法
JP5954306B2 (ja) * 2013-12-17 2016-07-20 トヨタ自動車株式会社 車両制御装置
WO2018051481A1 (fr) * 2016-09-16 2018-03-22 日産自動車株式会社 Procédé et appareil de commande de transmission à variation continue

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US10793156B2 (en) 2020-10-06
US20180244272A1 (en) 2018-08-30
CN108027049A (zh) 2018-05-11
JP2017067269A (ja) 2017-04-06
CN108027049B (zh) 2019-11-15
KR102000893B1 (ko) 2019-07-17
KR20180037263A (ko) 2018-04-11
JP6510948B2 (ja) 2019-05-08
EP3358226A4 (fr) 2018-10-24
WO2017057304A1 (fr) 2017-04-06

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